Marine vessel roll stabilizer apparatus

ABSTRACT

Anti-roll apparatus for a marine vessel. A plurality of fins are carried by the vessel. Each fin is operatively moved by motor mechanism which is connected thereto by means of clutch mechanism. The motor mechanism is in continuous operation. A roll sensor unit is mounted in a position to detect roll motion of the vessel. The roll sensor unit transmits signals to the clutch mechanism in response to roll motion of the vessel. The clutch mechanism joins the motor mechanism to the fins for movement thereof in accordance with operation of the roll sensor unit. The fins are thus operatively moved to reduce and/or eliminate the roll action of the vessel.

Unite States Patent [151 3,687,100

Larsh 1 Aug. 29, 1972 [54] MARINE VESSEL ROLL STABILIZER APPARATUS [72]Inventor: Everett P. Larsh, 1001 E. Ridge Lane, Miami, Fla. 33157 [22]Filed: Oct. 8, 1970 [21] Appl. No.: 79,240

[52] US. Cl. ..l14/126 [51] int. Cl. ..B63b 39/06 [58] Field of Search..1 14/121, 122, 125, 126; 244/77 E [56] References Cited UNITED STATESPATENTS 2,942,570 6/1960 Kollenberger ..1 14/ 126 3,020,869 2/1962 Beach..l14/126 3,265,029 8/1966 Laurenti ..l 14/ 122 Primary ExaminerTrygveM. Blix Att0rneyJacox & Meckstrath [57 ABSTRACT Anti-roll apparatus fora marine vessel. A plurality of fins are carried by the vessel. Each finis operatively moved by motor mechanism which is connected thereto bymeans of clutch mechanism. The motor mechanism is in continuousoperation. A roll sensor unit is mounted in a position to detect rollmotion of the vessel. The roll sensor unit transmits signals to theclutch mechanism in response to roll motion of the vessel. The clutchmechanism joins the motor mechanism to the fins for movement thereof inaccordance with operation of the roll sensor unit. The fins are thusoperatively moved to reduce and/or eliminate the roll action of thevessel.

4 Claims, 21 Drawing Figures PATENTEDwsze 1912 SHEET 5 0F 7 MARINEVESSEL ROLL STABILIZER APPARATUS BACKGROUND OF THE INVENTION Numerousmarine vessels have been provided with apparatus to reduce or toovercome roll action of the vessel. Some of the apparatus has includedgyroscope devices which are usually rather expensive and/or difficult tomaintain in proper operating condition. Some of the anti-roll apparatushas included valves, or

pistons, or the like, which lack speed and accuracy of operation. Someof the anti-roll apparatus has included means for controlling operationof motors directly in response to roll action of the vessel. Suchsystems are also slow in response.

It is therefore an object of this invention to provide marine vesselanti-roll apparatus which does not require the use of gyroscopes or thelike.

It is another object of this invention to provide such apparatus whichhas a minimum number of moving parts.

It is another object of this invention to provide such apparatus whichhas very rapid response to roll action so that roll action can be morequickly reduced or eliminated.

Another object of this invention is to provide such apparatus whichfunctions properly even if the vessel controlled is listing.

Another object of this invention is to provide such apparatus whichincludes means for testing thereof when the vessel is stationary ormoving slowly, to insure that the apparatus is functioning properly orwill function properly.

Another object of this invention is to provide such apparatus whichincludes control means, the operation of which can be changed inaccordance with the rate of travel of the vessel.

Another object of this invention is to provide such apparatus which iscapable of sensing and controlling relatively low degrees of roll andwhich is also capable of sensing and controlling relatively high degreesof roll.

Another object of this invention is to provide such apparatus which isbasically electrical-mechanical in operation, which is relatively simplein construction and does not include any devices of the electronic type.

Another object of this invention is to provide such apparatus which doesnot include fluid conduits, valves, pistons, pumps, or the like.

Another object of this invention is to provide such apparatus whichrapidly operates in response to roll action for correction action, andwhich is capable of anticipating roll action but which does not overcorrect.

Other objects and advantages reside in the construction of parts, thecombination thereof, the method of manufacture, and the mode ofoperation, as will become more apparent from the following description.

BRIEF DESCRIPTION OF THE VIEWS OF THE DRAWINGS FIG. 1 is a diagrammaticperspective view showing a marine vessel provided with apparatus of thisinvention.

FIG. 2 is an elevational view, drawn on a much larger scale than FIG. 1,of roll sensor mechanism of this invention.

FIG. 3 is a sectional view, taken substantially on line 3-3 of FIG. 2.

FIG. 4 is a fragmentary elevational view, taken substantially on line4--4 of FIG. 3.

FIG. 5 is an elevational view similar to FIG. 2, but illustrating anadjusted position of parts of the sensor mechanism for operation underlist conditions.

FIG. 6 is a fragmentary perspective view, similar to FIG. 4, butillustrating adjustment of the portion of the sensor mechanism shown tocompensate for a list condition.

FIG. 7 is a diagrammatic perspective view showing electrical andmechanical elements of this invention.

FIG. 8 is an exploded perspective view, drawn on a larger scale thanFIG. 7, showing sensor mechanism of this invention.

FIG. 9 is a diagrammatic view showing a sensor unit of this inventionand a vessel which is in supporting relationship thereto and which isprovided with fins, the operation of which is controlled with operationof the sensor unit. The scale to which the sensor unit is drawn is muchlarger than the scale to which the vessel is drawn.

FIG. 10 is a diagrammatic view, similar to FIG. 9, but illustrating rollmovement of the vessel and operation of the sensor unit in responsethereto.

FIG. 11 is a diagrammatic view, similar to FIGS. 9 and 10, illustratingoperation of the fins caused by operation of the sensor unit as a resultof roll movement of the vessel.

FIG. 12 is a diagrammatic view, similar to FIGS. 9, l0, and 1 1,illustrating a further roll position of the vessel and operation of thesensor unit and the fins.

FIG. 13 is a diagrammatic view, similar to FIGS. 9, 10, 11, and 12,illustrating operation of the sensor unit and the fins as roll movementof the vessel changes in direction.

FIG. '14 is a diagrammatic view, similar to FIGS. 9, 10, 11, 12, and 13,illustrating the condition of operation of the sensor unit after rollaction of the vessel has ceased.

FIG. 15 is a diagrammatic view of switch operator mechanism of thisinvention and switch members operated thereby. The switch mechanism isdrawn on a much larger scale than the operator mechanism.

FIG. 16 is a diagrammatic view, similar to FIG. 15, showing elementsthereof in a position of operation.

FIG. 17 is a diagrammatic view, similar to FIGS. 15 and 16, showingelements thereof in another position of operation.

FIG. 18 is a diagrammatic view, similar to FIGS. 15, 16, and 17, showingelements thereof in another position of operation.

FIG. 19 is a diagrammatic view, similar to FIGS. 15, 16, 17, and 18,showing elements thereof in another position of operation.

FIG. 20 is an enlarged sectional view, taken substantially on line 20-20of FIG. 3.

FIG. 21 is a diagrammatic view of electrical circuitry and apparatus ofthis invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIG. 1 illustrates amarine vessel 20 and shows the general location of a sensing unit 22,and stabilizer tins 24 and 26. FIG. 1 also shows motors 28 and 30 foroperation of the tin 26 and motors 32 and 34 for operation of the fin24. FIG. 7 shows a clutch 38, which joins the motor 28 to a gearassembly 39, and a clutch 40 which joins the motor 30 to the gearassembly 39. A shaft 42 is rotatably supported by any suitable means,not shown, and joins the gear assembly 39 to the fin 26. The motor 32 isjoined by a clutch 44 to a gear assembly 46, and the motor 34 is joinedby a clutch 48 to the gear assembly 46. A shaft 49 is rotatablysupported by any suitable means, not shown, and joins the gear assembly46 to the fin 24.

The sensor unit 22 comprises a housing 50, shown in FIGS. 2, 3, 4, andS, which has lugs 51 for rigid attachment of the housing 50 to a portionof the vessel 20. The housing 50 is preferably located in or adjacentthe control region of the vessel 20, as illustrated in FIG. 1.

Within the housing 50 is a main support stud 52, shown in FIGS. 3, 7,and 8. The stud 52 extends from a protuberance 54. A bracket 56 ispivotally mounted upon the protuberance 54, as the stud 52 and theprotuberance 54 extend through an opening 57 in the bracket 56.

Screws 60 having bushings 62 are secured to the housing 50 therewithinand extend through elongate arcuate slots 64 of the bracket 56 and limitpivotal movement thereof. The bracket 56 has a notch 68 therein at anedge thereof, as shown in FIGS. 2, 7, and 8. A shaft 70 provided with aknob 71 is rotatably mounted in a front panel 72 of the housing 50 andextends therethrough. The front panel 72 is attached to the housing 50by means of screws 73, or the like. A cam 74 is secured to the shaft 70and is disposed within the notch 68 of the bracket 56. The cam 74 iseccentric with respect to the shaft 70, as illustrated in FIG. 2.

A pin 78, a pin 80, and a pin 81 are secured to the bracket56, as shownin FIGS. 7 and 8. The pin 78 rotatably supports a gear wheel 82; the pin80 rotatably supports a gear wheel 84, and the pin 81 rotatably supportsa gear wheel 85.

A bushing 86 is mounted upon the stud 52 adjacent the protuberance 54. Apendulum 88 is pivotally carried by the bushing 86, as shown in FIGS. 3,7, and 8. The pendulum 88 has a body portion 90 adjacent the stud 52,which extends therethrough. Preferably, the body portion 90 has africtional surface. The upper part of the pendulum 88 has an upwardlyextending tooth section 92, which is in meshed relationship with thegear wheel 85.

The pendulum 88 has a weight member 97 attached thereto at the lower endthereof.

Also pivotally supported upon the bushing 86 is an engagement plate 98which has an upwardly extending toothed section 100, which is in meshedrelationship with the gear wheel 82, and an upwardly extending toothedsection 102, which is in meshed relationship with the gear wheel 84. Theengagement plate 98 has an aperture 103, through which a pin 105extends. The pin 105 is secured to the housing 50 therewithin. Theaperture 103 is considerably larger than the stem 105. Thus, pivotalmovement of the engagement plate 98 is permitted, but such pivotalmovement is limited by the pin 105.

A resilient strip 104 is in contact with the engagement plate 98 asscrews 106, shown in FIGS. 2, 7, and 8 extend through the strip 104 andthrough the engagement plate 98 and are attached to the body portion ofthe pendulum 88. The screws 106 extend through slots 107 in theengagement plate 98. A clip 101 is attached to the stud 52 at the endthereof.

The weight member 97 of the pendulum 88 is disposed within a container109 which is within the housing 50 and which contains a suitable liquid108, such as oil, or the like, which serves to dampen relative movementbetween the pendulum 88 and the container 109. A filler tube 110, havinga cap 112 is attached to the housing 50 at the side thereof and isjoined by a conduit 113 to the container 109 for introducing the liquid108 thereinto.

At the upper part of the container 109 is an opening 114. A stem 116 isjournalled in an opening 118 of the front panel 72 and is alsojournalled in the opening 114 at the upper part of the container 109.The stem 116 is axially movable into an aperture 120 in the pendulum 88,as illustrated in FIG. 3, to retain the pendulum 88 against pivotalmovement, when such retention is desired.

Attached to the bracket 56 are holders 124, 126, and 128, to which areattached switches 130, 132, 134, respectively.

The switches 130, 132, and 134 are shown as being magnetically operable.However, any suitable switch means and means for operation thereof maybe used. A magnet 138 adjacent the switch 130, is joined to the gear 82for rotative movement therewith. A magnet 140, adjacent the switch 132,is joined to the gear 85 for rotative movement therewith. The switchesand 132 are normally-open. A magnet 142, adjacent the switch 134, isjoined to the gear 84 for rotative movement therewith. The switch 134 isshown as having a pair of contacts, one of which is normally-closed.

Attached to the holders 124 and 128 are stems 144 which extend througharcuate slots 145 in the front panel 72 and are secured by means ofscrews 147 to a level device 146 for support thereof. The level devicehas an indicator 148 therein.

As illustrated in FIGS. 7 and 21, power supply lines 150 and 152,connected to any suitable source of electrical energy, provideelectrical energy to the electrical apparatus. As shown in FIG. 21, themotors 28, 30, 32, and 34 are connected directly to the power supplyline 150 and are joined to the power supply line 152 through a switch154.

A double-throw switch 156 has contacts 158 and 160. The contact 158 isconnected by a conductor 162 to a double-throw switch 164 which has acontact 166 and a contact 168. The contact 166 is connected by aconductor 170 to a lamp 172, and the lamp 172 is connected to the line150.

The contact 168 of the switch 164 is connected to the clutch 40 by meansof a conductor 174. The clutch 40 is connected by a conductor 176 tonormally-closed contacts 178 of a test switch 180. The normally-closedcontacts 178 are also joined by a conductor 182 to normally-closedcontacts 184 of a test switch 186.

The normally-closed contacts 184 of the switch 186 are connected by aconductor 188 to the clutch 44, which is also connected by a conductor190 to a contact 192 of a double-throw switch 194. The switch 194 isalso connected to the conductor 162. The switch 194 also has a contact196, which is connected by a conductor 198 to a lamp 200, which is alsoconnected to the line 150.

The switch 180 has normally-open contacts 202 which are connected to theline 150, and to the clutch 40.

A lamp 204 is connected to the line 150 and to a contact 206 of adouble-throw switch 208. The switch 208 also has a contact 210 which isconnected to the conductor 174. The switch 208 is connected to aconductor 212 which is joined to the contact 160 of the switch 156.

A double-throw switch 214 is also connected to the conductor 212. Theswitch 214 has a contact 216 which is connected to a lamp 218 by meansof a conductor 220. The lamp 218 is also connected to the line 150. Theswitch 214 also has a contact 222 which is connected to the conductor190.

The switch 186 has normally-open contacts 224, one of which is connectedto the line 150 and the other of which is connected to the conductor188.

The switch 132 is connected to the line 150 and, through a conductor226, is connected to the switch 134, which has contacts 228 and 230. Theswitch 134 normally engages the contact 228, which is joined to theswitch 130 by means of a conductor 232. The switch 130 has a contact234, which is connected to the conductor 182.

The contact 230 of the switch 134 is connected to a conductor 236, whichis also joined to a contact 238 of a test switch 240. The switch 240also has a contact 242. The switch 240 normally engages the contacts 238and 242. The contact 242 is attached to a conductor 244 which isconnected to a contact 246 of the switch 240 and to the clutch 38. Theswitch 240 also has a contact 248, which is connected to the line 150.The clutch 38 is connected to a conductor 250 which is also attached toa contact 252 of a switch 254 and to a contact 256 of a switch 258.

The switch 254 has a contact 260 which, through a conductor 262, joins alamp 264 to the line 150. The switch 254 is connected to the conductor162.

The switch 258 has a contact 266 which, through a conductor 268, joins alamp 270 to the line 150. The switch 258 is connected to the conductor212.

A switch 272 is connected to the conductor 162 and has a contact 274,which, through a conductor 276, joins a lamp 278 to the conductor 150.The switch 272 also has a contact 280 which is connected to a conductor282 which is also connected to the clutch 48 and to a contact 284 of aswitch 286. The switch 286 has a contact 288, which through a conductor290, joins a lamp 292 to the line 150.

The clutch 48 is connected by a conductor 294 to contacts 296 and 298 ofa test switch 300. The switch 300 also has a contact 302 which is joinedto the conductor 236 and a contact 304 which is joined to the line 150.

Operation While the vessel 20 is tied up at dock or is otherwisesubstantially stationary, the level device 146 is adjusted to levelposition, as illustrated in FIG. 4. Such adjustment is made byrotatively moving the shaft 70, which rotatively moves the cam 74 whichis within the notch 68 of the bracket 56. Thus, the bracket 56 isrotatively moved as the cam 74 is rotatively moved. If the vessel 20 islevel and is not listing when adjustment of the level 146 occurs, thelevel device 146 in its adjusted position appears as shown in FIG. 4. Insuch position the level device 146 is substantially parallel with theupper edge of the front panel 72. The screws 147 are substantiallymidway between the ends of the slots 145. Under such conditions thependulum 88 is substantially normal to the upper edge of the housing 50,as illus trated in FIGS. 2 and 9.

If the vessel 20 should be listing to the port when adjustment of thelevel device 146 is performed, the housing 50 may appear as illustratedin FIG. 5. The pendulum 88 is substantially vertical, but the housing 50is angularly inclined. Thus, when the level device 146 is adjusted, bypivotally moving the bracket 56, to cause the indicator 148 to becentered, as shown in FIG. 6, the upper edge of the housing 50 isangular with respect to the level device 146, and the screws 147 are notpositioned in the midportion of the slots 145, as illustrated in F IG.6.

Such leveling operation by adjustment of the level device 146 properlyrotatively positions the gears 82, 85, and 84, and the magnets 138, 140,and 142 so that the switches 130, 132, and 134 are in the same normalconditionsas shown in F IG. 9 (when the vessel 20 is not listing). Thus,when the vessel 20 is substantially stationary and the level device 146is properly adjusted, the switches and 132 are open, and the switch 134is in engagement with the contact 228 thereof; when the level device 146is properly adjusted, the switches 130, 132, and 134 are in thesepositions, whether the vessel is level or in a list condition.

Means are provided for testing the operation of the apparatus of thisinvention. As shown in FIG. 21, the switch 154, when closed, causes themotors 28, 30, 32, and 34 to rotate. Rotation of these motors is suchthat when the clutches 40 and 44 are energized, the tins 24 and 26 aremoved in a given direction, and when the clutches 38 and 48 areenergized, the fins 24 and 26 are moved in the opposite direction.

Thus, with the switch 154 closed, operation of the clutch 40 can betested by depressing the test switch so that the contacts 202 areclosed. When the contacts 202 are closed, and with the switches 156 and164 closed, as shown in FIG. 21, the clutch 40 is energized and movementof the fin 26 should occur. Likewise, when the test switch 186 isdepressed, the clutch 44 is energized and the fin 24 should move in thesame direction. When the test switch 240 is depressed the clutch 38 isenergized and there should be movement of the fin 26 in one direction,and when the test switch 300 is depressed the clutch 48 is energized andthere should be movement of the fin 48 in the same direction.

When the marine vessel 20 is moving, the switch 154 is closed so thatthe motors 28, 30,32, and 34 are continuously rotating. When the vessel20 is moving steadily and without roll the sensor unit 22 and theelements thereof appear substantially as shown in FIGS. 2, 4, 7, 8, 9,14, 15, and 20. The fins 24 and 26 are normally parallel to the line ofmovement of the vessel 20 and are so positioned when there is no rollaction of the vessel 20. If the vessel 20 should roll to the port, asillustrated by an arrow 308 in FIG. 10, the pendulum 88 remainssubstantially vertical. However, the sensor unit 22, including thehousing 50 and all of the other elements carried thereby also angularlymove to the port, as shown in FIG. 10. Thus, the bracket 56 angularlymoves to the port. Thus, there is relative movement between the pendulum88 and the bracket 56. Thus, there is relative movement between thependulum 88 and the gear 85. Thus, the gear 85 rotatively movescounterclockwise, as illustrated by an arrow 310 in FIGS. 10 and 16, andcauses rotative movement of the magnet 140, which is attached thereto.Thus, the switch 132 which is adjacent the magnet 140 and which ismagnetically operated thereby, closes, as illustrated in FIGS. 10 and16.

With initial relative movement between the bracket 56 and the pendulum88 there is also rotative movement of the gear wheels 82 and 84.

As roll of the vessel 20 to the port continues, as illustrated in FIG.11, relative movement between the pendulum 88 and the bracket 56continues.

' Due to the fact that the engagement plate 98 is in engagement with thebody portion 90 of the pendulum 88, the engagement plate 98 tends toremain at the same angular position as the pendulum 88. Thus, asrelative movement between the bracket 56 and the pendulum 88 continues,rotative movement of the gear wheels 82, 84, and 8S continues, asillustrated in FIGS. 11 and 17. However, since the gear wheel 85,through the magnet 140, has already closed the switch 132, no furtheraction in the switch 132 occurs at this time. As increased rotativemovement of the gear wheels 82 and 84 occurs, the magnet 142 which isattached to the gear 84 and which is adjacent the switch 134, causes theswitch 134 to move from engagement with the contact 228 to engagementwith the contact 230, as illustrated in FIGS. 11 and 17. In thisdescription of the operation of the electrical circuitry of FIGS. 7 and21, circuits through the test buttons 180, 186, 240, and 300 are notdiscussed.

When the switch 134 moves from engagement with the contact 228 toengagement with the contact 230, an electrical circuit is establishedfrom the line 150, through the previously closed switch 132, through theswitch 134, through the conductor 236 to the clutches 38 and 48. Thus,the motors 28 and 34, which are continuously rotating, through theclutches 38 and 48, cause rotative movement of the gear units 39 and 46,so that the shafts 42 and 49 are rotatively moved, and the fins 26 and24 are rotatively moved as illustrated in FIG. 11. The fins 26 and 24thus rotatively move in a manner to oppose roll of the vessel 20 to theport side.

However, probably, roll of the vessel 20 to the port side continues, toa position which may be illustrated by FIG. 12, as the fins 26 and 24continue to rotatively move to a greater degree in opposition to theroll of the vessel 20 to the port.

Due to the fact that the pin 105 which extends through the aperture 103in the engagement plate 98 limits pivotal movement thereof, relativemovement between the engagement plate 98 and the bracket 56 does notcontinue, even though relative movement between the bracket 56 and thependulum 88 continues. Thus, the pin 105 permits only sufficientrelative movement between the bracket 56 and the engagement plate 98 tocause the switch 130 or the switch 134 to operate as it moves from itsnormal position, as illustrated in FIGS. 11, 12, and 17.

If the vessel rolls to such a degree as shown in FIG. 12, there isengagement between the container 109 and the weight 97 of the pendulum88, as illustrated in F IG. 12. Thus, the pendulum 88 does not remainverticai as the vessel continues its roll as illustrated in FIG. 12.

AFter reaching a certain roll angle to the port side, the vessel 20begins to roll toward the starboard side, as illustrated in FIG. 13.When this return roll movement occurs, there is again relative movementbetween the bracket 56 and the pendulum 88. Such relative movementcauses the gears 82, 84, and to rotatively move clockwise, asillustrated by arrows 312 in FIG. 13. Slight rotative movement of thegears in this reverse direction causes the switch to close and theswitch 134 to move from engagement with the contact 230 to engagementwith the contact 228. Thus, the clutches 40 and 44 are actuated and theclutches 38 and 48 are deactuated. Thus, the fins 26 and 24 begin tomove in the opposite directions, to oppose a starboard side roll, whilethe vessel 20 is rolling toward the starboard side, but while the vessel20 is still in a roll angle to the port side. In this manner, theapparatus anticipates that the vessel 20 will roll from a port sideangle to a starboard side angle. Therefore, the tins 24 and 26 will beat the proper angles or moving toward the proper angles when the roll ofthe vessel 20 changes from a port side roll to a starboard side roll.

If the vessel 20 should first roll to the starboard side, the manner ofoperation of the sensor unit and the clutches 40, 44, 38, and 48 issimilar to that described above with respect to initial roll of thevessel 20 to the port side.

Due to the fact that the apparatus of this invention is thus capable ofanticipation of roll movement, the stabilizer apparatus is capable ofreadily and quickly controlling and correcting the vessel 20 againstsevere roll action.

FIG. 21 shows the switches 164, 194, 254, and 272, which are joined in amanner, not shown, to the shafts 42 and 49 and operate when the shafts42 and 49 move to a given position and thus limit the amount or degreeof travel of the fins 24 and 26. When the switch 164 operates and movesfrom engagement with the contact 168 to engagement with the contact 166,the clutch 40 is de-energized and the lamp 172 is lighted to indicatethat maximum corrective travel of the fin 26 has occurred. Similaractions and indications occur with operation of the switch 194 and itsrespective clutch 44 and lamp 200, the switch 254 and its respectiveclutch 38 and lamp 264, and the switch 272 and its respective clutch 48and lamp 278.

The switch 156 may be moved from engagement with the contact 158 toengagement with the contact 160. The position of the switch 156determines the limits to which the fins 24 and 26 are permitted totravel. If the vessel is traveling at a higher rate, the maximummovement of the fins 24 and 26 is a lesser value. When the vessel 20 istraveling at a slower rate the maximum movement of the fins 24 and 26 isa greater value. The switches 208, 214, 258, and 286 are also attachedto the shafts 42 and 49 to indicate the rotative position thereof. Theswitches 208, 214, 258, and 286 operate to limit the fins 24 and 26 to alesser total movement than that permitted by the switches 164, 194, 254,and 272.

Operation of the switch 156 may be manual or may be automatic as therate of movement of the vessel reaches a predetermined value.

When the stem 116, which is carried by the front panel 72 and by thecontainer 109, is axially moved into the aperture 120 in the pendulum88, there cannot be relative movement between the pendulum 88 and thecontainer 109. By this means, the sensor unit 22 and all of the movingparts thereof are made inoperative. When the vessel 20 is at dock or forany other reason it is desired to have the sensor unit 22 inoperative,the stem 116 is moved into the aperture 120 of the pendulum 88 toprevent operation of the sensor unit 22.

Although the preferred embodiment of the device has been described, itwill be understood that within the purview of this invention variouschanges may be made in the form, details, proportion and arrangement ofparts, the combination thereof and mode of operation, which generallystated consist in a device capable of carrying out the objects setforth, as disclosed and defined in the appended claims.

The invention having thus been described, the following is claimed:

1. Anti-roll mechanism for a marine vessel, comprismg:

fin means carried by the vessel and movable with respect thereto,continuously operable rotary motor means for movement of the fin meanswith respect to the vessel, the motor means including means for movementof the fin means in a given direction, the motor means including meansfor movement of the fin means in a direction opposite the givendirection,

connection means including electric clutch means joining the motor meansto the fin means,

roll sensor mechanism carried by the vessel,

the roll sensor mechanism including electric switch means,

the roll sensor mechanism also including a pivotally movable pendulummaintaining a substantially vertical position,

means joining the switch means to the electric clutch means foroperation of the clutch means with operation of the roll sensormechanism,

the roll sensor mechanism thus causing operation of the clutch means inaccordance with roll action of the vessel for operation of the fin meansfor resisting such roll action of the vessel,

an engagement member in engagement with the pendulum and pivotallymovable therewith,

means limiting pivotal movement of the engagement member,

the electric switch means including a first switch member operativelyjoined to the pendulum for operation of the switch member with relativemovement between the pendulum and the first switch member, the firstswitch member being connected to a source of electrical power,

the electric switch means also including a second switch member which isoperatively joined to the engagement member for operation of the secondswitch member with relative movement between iii the second switchmember and the engagement member,

the second switch member being electrically connected in seriesrelationship with the first switch member,

the first switch member being operatively connected to the pendulum bymeans of a gear element carried by the pendulum and a rotatable gearmember which is in meshed relationship therewith, a magnet attached tothe gear member for rotative movement therewith, the first switch memberbeing adjacent the magnet and magnetically operated by relative movementbetween the magnet and the first switch member.

2. Anti-roll mechanism for a marine vessel, comprising:

fin means carried by the vessel and movable with respect thereto,

continuously operable rotary motor means for movement of the fin meanswith respect to the vessel, the motor means including means for movementof the fin means in a given direction, the motor means including meansfor movement of the fin means in a direction opposite the givendirection,

connection means including electric clutch means joining the motor meansto the fin means,

roll sensor mechanism carried by the vessel,

the roll sensor mechanism including electric switch means,

the roll sensor mechanism also including a pivotally movable pendulummaintaining a substantially vertical position,

means joining the switch means to the electric clutch means foroperation of the clutch means with operation of the roll sensormechanism,

the roll sensor mechanism thus causing operation of the clutch means inaccordance with roll action of the vessel for operation of the fin meansfor resisting such roll action of the vessel,

an engagement member in engagement with the pendulum and pivotallymovable therewith,

means limiting pivotal movement of the engagement member,

the electric switch means including a first switch member operativelyjoined to the pendulum for operation of the switch member with relativemovement between the pendulum and the first switch member, the firstswitch member being connected to a source of electrical power.

the electric switch means also including a second switch member which isoperatively joined to the engagement member for operation of the secondswitch member with relative movement between the second switch memberand the engagement member,

the second switch member being electrically connected in seriesrelationship with the first switch member,

the second switch member being operatively connected to the engagementmember by a gear element carried by the engagement member and arotatable gear member which is in meshed relationship therewith, amagnet attached to the gear member for rotative movement therewith, thesecond switch member being adjacent the magnet 1.1 a and magneticallyoperated by relative movement between the magnet and the second switchmember.

3. Marine vessel roll stabilizer apparatus comprising:

a fin member carried by the vessel and movable with respect thereto,

a pair of rotary motors,

a pair of electric clutch members, there being an electric clutch memberjoining each of the motors to the fin members,

roll sensor means carried by the vessel and operable with roll movementof the vessel, the roll sensor means including a pivotal pendulum,switch means, means operably connecting the switch means to the pendulumfor operation of the switch means with relative movement between thevessel and the pendulum,

means joining the switch means to the clutch members for operation ofthe clutch members with operation of the switch means,

each of the motors being in continuous operation, the motors operatingin opposed directions so that when each of the clutch members joins itsrespective motor to the tin member movement of the fin member is in agiven direction and when the other clutch member joins the other motorto the fin member movement of the fin member is in a direction opposedto the given direction.

4. Marine vessel roll stabilizer apparatus comprising:

a fin member carried by the vessel and pivotally movable with respectthereto,

a first rotary motor and a second rotary motor, each of the rotarymotors being adapted to be in continuous operation,

a first electrically operable clutch member,

a second electrically operable clutch member,

gear means connecting thefirst clutch member to the tin member forpivotal movement thereof, gear means connecting the second clutch memberto the fin member for pivotal movement thereof,

the first motor being connected to the first clutch member,

the second motor being connected to the second clutch member,

the motors operating in opposed directions of rotation so that when thefirst clutch means is energized the fin member pivotally moves in onedirection and when the second clutch means is energized the fin memberpivotally moves in the opposite direction,

roll sensor means carried by the vessel and operable with roll movementof the vessel,

means joining the roll sensor means to the clutch members for operationthereof with roll movement of the vessel.

1. Anti-roll mechanism for a marine vessel, comprising: fin meanscarried by the vessel and movable with respect thereto, continuouslyoperable rotary motor means for movement of the fin means with respectto the vessel, the motor means including means for movement of the finmeans in a given direction, the motor means including means for movementof the fin means in a direction opposite the given direction, connectionmeans including electric clutch means joining the motor means to the finmeans, roll sensor mechanism carried by the vessel, the roll sensormechanism including electric switch means, the roll sensor mechanismalso including a pivotally movable pendulum maintaining a substantiallyvertical position, means joining the switch means to the electric clutchmeans for operation of the clutch means with operation of the rollsensor mechanism, the roll sensor mechanism thus causing operation ofthe clutch means in accordance with roll action of the vessel foroperation of the fin means for resisting such roll action of the vessel,an engagement member in engagement with the pendulum and pivotallymovable therewith, means limiting pivotal movement of the engagementmember, the electric switch means including a first switch memberoperatively joined to the pendulum for operation of the switch memberwith relative movement between the pendulum and the first switch member,the first switch member being connected to a source of electrical power,the electric switch means also including a second switch member which isoperatively joined to the engagement member for operation of the secondswitch member with relative movement between the second switch memberand the engagement member, the second switch member being electricallyconnected in series relationship with the first switch member, the firstswitch member being operatively connected to the pendulum by means of agear element carried by the pendulum and a rotatable gear member whichis in meshed relationship therewith, a magnet attached to the gearmember for rotative movement therewith, the first switch member beingadjacent the magnet and magnetically operated by relative movementbetween the magnet and the first switch member.
 2. Anti-roll mechanismfor a marine vessel, comprising: fin means carried by the vessel andmovable with respect thereto, continuously operable rotary motor meansfor movement of the fin means with respect to the vessel, the motormeans including means for movement of the fin means in a givendirection, the motor means including means for movement of the fin meansin a direction opposite the given direction, connection means includingelectric clutch means joining the motor means to the fin means, rollsensor mechanism carried by the vessel, the roll sensor mechanismincluding electric switch means, the roll sensor mechanism alsoincluding a pivotally movable pendulum maintaining a substantiallyvertical position, means joining the switch means to the electric clutchmeans for operation of the clutch means with operation of the rollsensor mechanism, the roll sensor mechanism thus causing operation ofthe clutch means in accordance with roll action of the vessel foroperation of the fin means for resisting such roll action of the vessel,an engagement member in engagement with the pendulum and pivotallymovable therewith, means limiting pivotal movement of the engagementmember, the electric switch means including a first switch memberoperatively joined to the pendulum for operation of the switch memberwith relative movement between the pendulum and the first switch member,the first switch member being connected to a source of electrical power.the electric switch means also including a second switch member which isoperatively joined to the engagement member for operation of the secondswitch member with relative movement between the second switch memberand the engagement member, the second switch member being electricallyconnected in series relationship with the first switch member, thesecond switch member being operatively connected to the engagementmember by a gear element carried by the engagement member and arotatable gear member which is in meshed relationship therewith, amagnet attached to the gear member for rotative movement therewith, thesecond switch member being adjacent the magnet and magnetically operatedby relative movement between the magnet and the second switch member. 3.Marine vessel roll stabilizer apparatus comprising: a fin member carriedby the vessel and movable with respect thereto, a pair of rotary motors,a pair of electric clutch members, there being an electric clutch memberjoining each of the motors to the fin members, roll sensor means carriedby the vessel and operable with roll movement of the vessel, the rollsensor means including a pivotal pendulum, switch means, means operablyconnecting the switch means to the pendulum for operation of the switchmeans with relative movement between the vessel and the pendulum, meansjoining the switch means to the clutch members for operation of theclutch members with operation of the switch means, each of the motorsbeing in continuous operation, the motors operating in opposeddirections so that when each of the clutch members joins its respectivemotor to the fin member movement of the fin member is in a givendirection and when the other clutch member joins the other motor to thefin member movement of the fin member is in a direction opposed to thegiven direction.
 4. Marine vessel roll stabilizer apparatus comprising:a fin member carried by the vessel and pivotally movable with respectthereto, a first rotary motor and a second rotary motor, each of therotary motors being adapted to be in continuous operation, a firstelectrically operable clutch member, a second electrically operableclutch member, gear means connecting the first clutch member to the finmember for pivotal movement thereof, gear means connecting the secondclutch member to the fin member for pivotal movement thereof, the firstmotor being connected to the first clutch member, the second motor beingconnected to the second clutch member, the motors operating in opposeddirections of rotation so that when the first clutch means is energizedthe fin member pivotally moves in one direction and when the secondclutch means is energized the fin member pivotally moves in the oppositedirection, roll sensor means carried by the vessel and operable withroll movement of the vessel, means joining the roll sensor means to theclutch members for operation thereof with roll movement of the vessel.